Vehicle Electrical Actuators

some types of Actuators

Actuators are a subdivision of transducers. They are devices which transform an input signal (mainly an electrical signal) into motion. Like include electrical motors, pneumatic actuators, hydraulic pistons, relays, piezoelectric actuators, thermal bimorphs, and electro active polymers.

Vehicle Common Actuators

Fuel Pump Fuel Pump is powerd from the Vehicle battry and connected to the engine ECU , to give the engine the fuel at the right pressure suitable for its work

Injectors Injector is an injection nozzle with solenoid that is controlled by ECM. Using intake air quantity and engine rpm, ECM calculates basic fuel injection time, and calculates corrective fuel injection period time on the basis of engine coolant temp, feed back signal from oxygen sensor during close-loopcontrol,

Fuel pressure Regulator Injection rate through injector depends on injection pressure, injection time and orifice size. Therefore in order to control fuel injection rate by means of current connecting time for an injector with spray hole size fixed, injection pressure shall remain constant for any varied pressure at intake manifold.

Idle Speed Actuator ISA (Idle Speed Actuator) is installed at throttle body of engine and control air intake rate into engine depending on ECU signal in order to control idle rp Idling speed is controlled relying on a number of parameters including actual engine rpm, coolant temperature, air-conditioning system and headlamp operation status, etc.

Spark Plugs Spark plugs transmit electrical energy that turns fuel into working energy. A sufficient amount of voltage must be supplied by the ignition system to cause it to spark across the gap of the spark plug. This is called Electrical Performance.

Ignition Coils The Ignition coil functions as an energy-storage device and transformer. It is supplied with DC voltage from the alternator, and provides the high tension ignition pulses for the spark plugs. The MFI engine adopts a computerized ignition system. The ECM calculates ignition timing, timing advance, and knocking control by the sensor signals.

Exhaust Gaz recirculation Exhaust gas contains NOx that is hazardous to human central nervous system and mucous membrane, as well as is globally principal cause for photochemical smog, and therefore globally subject to increasingly strong regulation together with HC and CO. As CO and HC are resulting from imperfect combustion, improved combustion will improve engine performance, too.

Purge Soleniod Valve Control A vehicle generates evaporated gas at fuel system such as fuel tank, and HC is the main substance of the gas. Fuel tank requires venting system to avoid pressure rising in the tank when raised temperature generates volume expansion, and there after resulting vacuum pressure. In addition, vapor gas control system is required to prevent fuel vapor from being discharged into atmosphere.

Variable Intake Control Variable intake system varies length of intake manifold in order to improve engine output over all engine operation range, and in particular increase engine output by approx. 10% at low-medium speed range. For frequent crowded downtown driving, engine shall provide high power at low-

medium speed range. Highway driving and high speed running requires engine with high power at high speed range.

Cooling Fan Control In order to maximize cooling efficiency and minimize cooling fan motor drive current, radiator fan and condenser fan speeds are controlled using three speed modes such as low, medium, and high speed, on the basis of coolant temperature, car speed, air conditioning switch signal, and conditioning compressor operation signal.

Generator Current Control When turning on headlamp or heating wire in idling, engine rpm will instantly fall down and then recovered due to increased generator load. At that time increasing electrical load will generate rapid engine rpm change, resulting to vibration and poor comfortableness. Generator current control system depends on engine ECU

A/C compressor control A/C Compressor Control Outline A/C Compressor Control is used when accelerating or engine load is instantly increased greatly, in order to improve engine acceleration by temporarily turning off A/C compressor.

Control Relay Control Control relay consists of main relay that provides supply power to engine ECU and various actuators and fuel pump relay that drives fuel pump. Main relay control will operate as soon as ignition switch turns on.

Vehicle Fuel Pump

Fuel Pump types

Fuel systems types

1. Fuel Pump Outline

Upon starting, fuel pump is driven by battery power and controlled by ECM, thereafter. Tube types of fuel pumps are used: Pumps of in-tank type are installed in fuel tank and pumps of in-line type are installed outside fuel tank. In-line type pumps are generally preferred and used due to their superior anti-noise and anti-vapor-lock characteristics. The pump consists of a DC motor, a check valve, and a relief valve, and has relatively high current that is controlled by control relay, etc. In accordance with installation methods, the pumps are divided into:

External fuel pump. In-tank fuel pump.

2. External Fuel Pump

An external fuel pump is a fuel pump installed in line outside fuel tank that sucks fuel by means of centrifugal force generated by the rotating rotor of a ferrite-type motor, and provides the fuel to fuel supply line. Fuel pump consists of rotor plate that is driven by motor, pump casing eccentrically located against rotor plate, and roller that seals pump spacer between pump casing and rotor plate. Operation of fuel pump relies on the centrifugal force generated by rotor, that will push outer wall of pump spacer moving along the wall, in order to generate vacuum space between rollers and pump spacer at inlet side, and then the vacuum space will be filled with fuel. Rotation of the Roller will increase the space and deliver the fuel to outlet side. Then the space will be decrease at outlet side increasing pressure to discharge the fuel. Discharged fuel from the pump will then pass around the armature of the motor to open check valve and there after pass through silencer to reach fuel line. Suction/discharge will be completed by one revolution of rotor during pump operation. Fuel pump has operation speed of 1,700-2,500 rpm, and discharge rate of about 1.5-2.5 l/min and pressure of 3.0~6.0. Fuel line has supply pressure of 2.75-3.40 regulated by fuel pressure regulator and includes silencer at outlet side to prevent pulsation of pump. 1) Relief Valve (Pressure Limiter) When fuel supply line is clogged during the pump operation, relief valve will ensure safety and avoid risk of damaging fuel supply system and fuel leak. The valve will open, if fuel pressure reaches specified value, in order to route the high pressure to the inlet side of the pump and then through the inside of pump and motor for preventing cumulative pressure. 2) Check Valve (Non-Return Valve) Upon stopping engine, check valve located in fuel pump will close using spring force, and maintain pressure inside fuel line to ensure easier re-start of engine, and to prevent possible vapor lock by high temperature in fuel system. 3) Silencer Silencer decreases the pressure change (pulsation) and noise generated by fuel flow from fuel pump, relying on diaphragm and orifice.

3. in-tank Fuel Pump

Most of in-tank fuel pumps are from impeller type. The pump is installed in fuel tank, and therefore superior to external fuel pumps in the following characteristics:

low operation noise and to less discharge pulsation of fuel.

low torque and high revolution type motor enables compact and light design. Have great characteristics to prevent fuel leak and vapor Lock.

Fuel pump consists of DC motor part and turbine pump, which is integrated using motor driven impeller and pump chamber that includes pump casing, pump cover, relief valve and check valve. When the rotation force is delivered to impeller, pressure gap will be generated by friction between grooves around impeller and fluid. Motor operation will continue to repeat the operation, and then fuel fluid that will generate spiral flow will pass through motor raising pressure. Then the raised pressure will open check valve delivering fuel

to outlet. Fuel pump has speed of 1,700~2,500 rpm, discharge pressure of approx. 3.0~6.0. Fuel line pressure ranges between 2.75~3.45 kg/cm2. 1) Relief Valve Fuel pump operates by DC motor at constant speed, and therefore generates constant pressure of discharged fuel, irrespective to engine speed. The discharge pressure, however is set based on high-speed operation of engine, and then will rise too high when engine operates at low speed and consumes less oil. The abnormally high pressure will then open relief valve, in order to lower the pressure and maintain constant fuel pressure in fuel line that will otherwise go up abnormally higher than specified pressure value. 2) Check Valve As soon as fuel pump stops check valve spring will automatically close outlet, in order to maintain fuel pressure in fuel line, and consequently prevent otherwise possible vapor lock in fuel line by high temperature during summer-time or after stopping engine, and ensure easier start-up of engine next time. In addition the valve prevents reverse flow of fuel due to excessive pressure in fuel line upon engine startup

4. Operation Checking of Fuel Pump

1) Turn off ignition switch. 2) Directly connect battery power to fuel pump drive connectors. Listen to the pump operation noise. As the pump is located inside fuel tank, you may be hard to hear the noise. Then open fuel tank cap and listen to the noise through filler port. 3) Install a pressure gauge at service valve or fitting surface of pressure gauge, and watch, rising fuel pressure. (See below for more details) 4) Use an ammeter and measure current consumption of fuel pump. 5) Hold fuel hose with hand check to feel the fuel pressure. As for the fuel pump operation voltage, measure the voltage at the fuel pump check terminal in the engine cranking or engine running condition. In this case, measured voltage should be the same as the battery voltage. If not, check the fuse, fuel pump relay, ECM and wiring condition of the fuel pump check terminal. The ECM operates fuel pump when crankshaft position sensor transmits the signal. If the fuel pump, injector and ignition spark do not operate while cranking, check the crankshaft position sensor. As for the crankshaft position sensor check, please refer to the engine sensors section. As for the fuel pressure check, measures the fuel pressure at the fuel line to check whether it meets specification or not. Please refer to the shop manual, because measurement location and fuel pressure varies with difference models.

5. Fuel Pressure Test

1) Fuel Pressure Regulator Fuel amount injected by an electronically controlled engine relies on fuel pressure and length of fuel injection time. Therefore the fuel quantity is controlled by length of fuel injection time under constant fuel injection pressure. Then pressure gap between fuel pressure and inside of intake manifold shall be constant in order to control fuel injection rate by the time of fuel injection of injector. For this purpose, fuel pressure regulator is installed in fuel delivery pipe (In case of returnless fuel system it is located with fuel pump inside of fuel tank). Fuel pressure regulator has spring seal, which is connected to intake manifold via vacuum hose effecting pressure variation in intake pipe in order to maintain the injection pressure constantly. Fuel pump maintains fuel pressure approximately constant for right injection. Two types of fuel pump are available:

Return type system returns surplus fuel except for supplying into engine. Returnless type system supplies fuel just as much as used for engine.

Fuel pressure is decided so as to enable enough quantity of fuel injected from injector and simultaneously facilitate vaporization. In addition it is better to maintain the pressure as high as possible to restrain generation of vaporized gas in fuel line system. However the pressure will be limited by the reliability of the system for extended operation at higher pressure, and reliability of power supply for maintaining high pressure for extended time of period. 2) Returnless Fuel System The advantage of Returnless type over return type is to constrain fuel temperature and vaporized gas generation as possible. When fuel is supplied to engine and returns, the fuel will be heated by engine and become hot, and therefore it is needed for fuel to supply only at quantity used for engine. Minimizing the fuel vapor is intended to respond to emission control regulation.

Return type pumps deliver always constant quantity of fuel, and easy for pressure control. On the contrary Returnless type pumps would require a fuel pressure regulation mechanism. Pressure check valve is designed inside the pump to constrain the pressure at certain level when the pressure goes beyond the level. Besides length of injector opening time is used of micro-adjustment of fuel supply. 3) Fuel Pressure Test Procedure (Return Type Fuel System) In order to release residual fuel pressure in fuel pipe line and prevent fuel from flowing out: 1) Disconnect fuel pump harness connector at fuel tank side. 2) Start engine, and leave it idling until stops for itself, and then turn ignition off. 3) Disconnect battery negative (-) terminal. 4) Connect fuel pump harness connector.

Disconnect high pressure fuel hose at delivery side.

Using a fuel pressure gauge adapter, install a fuel pressure gauge on fuel filter. Tighten it to the specified value.(tightening torque for fuel pressure gauge and fuel filter: ( 2.5~3.5kgm). Connect battery (-) terminal. Connect battery terminal/to drive terminal and operate fuel pump and then check matching face with pressure gauge and special tools for leak. Remove vacuum hose from pressure regulator, and close the end of the hose, and then measure fuel pressure with engine idling. (Specified value for fuel pressure: ( 3.26~3.45 kg/cm2)

Connect vacuum hose to pressure regulator, and measure fuel pressure again. (specified valve for fuel pressure: approx. ( 2.75kg/cm2).

If the measurements are outside the specified values.

Stop engine and watch movement of the pointer of the pressure gauge. The pointer shall not move. If the pointer moves down, check the moving range.

6. Symptoms of Fuel Pump Failure

Stop the engine during idling.

In driving, acceleration is poor and bumpy or engine goes out.

Noise of fuel pump motor is high.

Poor or non start-up of engine.

You can check the actuator actual value and status and activate it when it is possible by AutoHex automotive Scanner under the supported car brand and according to engine type.

Injectors of the Vehicle

injection system and control

Injectors and spray types

1. Injector Overview
Injector is an injection nozzle with solenoid that is controlled by ECM. Using intake air quantity and engine rpm, ECM calculates basic fuel injection time, and calculates corrective fuel injection period time on the basis of engine coolant temperature, feedback signal from oxygen sensor during close-loop-control, driving conditions including acceleration, and deceleration, and battery charging status, in order to control injector by means of pulse signal is constant, and injecting pressure is controlled to be constant. Then fuel injection quantity will rely on the length of time-injecting cycle in which solenoid will be magnetized and hold needle valve open, say pulse width modulation (PWM) transmitted from ECM. The longer injection cycle means (longer the pulse width) and the more the injected fuel from injector. Injection quantity is decided in accordance with injector operating time as calculated by ECM on the basis of intake air quantity, and general driving condition. Basically two types of system are used as follows:

MPI (Multi-Point Injection).

SPI (Single-Point Injection).

Both system types require electric fuel pumps that continuously deliver fuel to engine through fuel filter from fuel tank. The fuel pump may be installed inside or outside fuel tank. Injector injects fuel at intake manifold, and system pressure is regulated by pressure regulator so as to be constant against negative pressure of the intake manifold.

As to SPI system, gas fuel is injected by one injector located at top center of throttle valve. Distribution of air/fuel mixture that will be delivered to each cylinder will be achieved by intake manifold. It is not commonly used for the systems of these days because of the bad distribution.

As to MPI system, each cylinder requires one injector, which is installed intake manifold and injects toward the intake valve of each cylinder. Fuel supply to each injector relies on fuel rail.

1) MPI system Using a number of sensors, MPI system continuously measures engine operating condition, and calculates proper fuel quantity relying on pre-set method by ECM, so as to provide optimal fuel quantity. Therefore engine output, engine torque, emission, fuel mileage and drivability may be provided as per the requirement of the engine designer. The calculated fuel quantity will be directly injected toward intake valve of the engine, and then only air will pass intake manifold, increasing design flexibility. MPI System has advantages over carburetor that had been widely used until end of 1989, as follows: (1) Precise fuel quantity calculation under any stable conditions and temporary condition (acceleration enrichment, warm-up enrichment, etc) (2) No fuel stuck on inner wall of intake manifold during the fuel transfer intake manifold. (3) Precise fuel distribution at pre-load. (4) Design flexibility for intake manifold. (5) Simple and effective use of Lambda closed loop control. (6) Low emission. (7) Easier diagnosis and repair. The above advantages may provide improved variables of engine and subsequently high output. However poor micro-measurement in idling may be a disadvantage. 2) SPI System SPI system was first introduced in 1979 by GM and Ford, and become successful by Chrysler in USA and by Mitsubishi in Japan. Besides Bendix, Bosch, Holley and Hitachi also announced their own specific systems. SPI system uses one injector (in case of two barrel intake manifold for V6 or V8 engines, two injectors) to inject fuel through top of throttle plate. This type of injection requires injecting fuel through the gap between throttle plate and intake manifold wall, and consequently cone type configuration.

SPI has many of the same advantages as MPI. To say, SPI system measures fuel quantity on the basis of injector opening time or injection frequency, to allow easier computer-control and to provide precise fuel measurement. In addition, the system provides advantageous installation, closed loop control, easier diagnosis & repair, and good micro-measurement characteristics in idling with one point injection type. SPI system however has some disadvantages as carburetor. To say, there is uneven fuel distribution among cylinders, and fuel supply may be delayed in response to air supply. Those systems with increased active range of injector and low fuel pressure during engine warming-up may provide low performance. SPI system is superior to a carburetor in performance and emission control. No. 1 is the terminal that receivers injecting signal from ECM and is controlled by power TR operation in ECM. No. 2 is the terminal receiving power from control relay.

2. Configuration and Operation Principle

1) Configuration Injector consists of numerous parts. However the parts may be classified into three groups: (1) Coil assembly generates force using supplied power. (2) Magnetic Circuit acts as path of generated magnetism. (3) Valve group controls fuel quantity.

Coil assembly includes coil wire, Bobbin and terminals.

Magnetic circuit includes inlet tube, shell, and armature and seat carrier.

Valve group that controls fuel quantity includes needle assembly (Bail, Needle Shaft and Armature) and valve seat complete (Valve Seat and Spray Hole Plate).

2) Operating Principle MPI systems may be classified into two types by fuel intake line into injector. Bottom feed types take in fuel at bottom or side and top feed types take in fuel at top. Both types use spray hole to inject measured fuel. Fuel flows through filter part located at inlet to fuel measuring part. Fuel measurement will be performed at valve seat part located to spray hole. When pulse is not adjacent delivered to coil assembly, say power is not supplied, spring force and system pressure will press needle toward valve seat part, in order to prevent fuel injection by injector and leakage. When pulse is provided to coil assembly and create magnetic field, the magnetic force will pull needle from valve seat making space for fuel passage between valve seat and needle. Fuel then will pass through the space and thereafter spray hole to be injected outside. When coil does not receive pulse, then needle will return to close position by spring tension.

3. The Basic Requirements of Injector and Spray Characteristics.

1) Basic Requirement Injector has basic requirement that shall be ensured under all operating conditions such as short and long injection times, cold start, hot start, etc, in the sense of flow characteristics as well as endurance characteristics. Among the six items listed below, first five items are basic characteristics and item 6 are endurance characteristics. (1) Precise fuel flow-rate (2) Good linearity at low flow rate and wide active range. (3) Good spray characteristic. (4) No leakage. (5) Low noise. (6) Endurance performance. 2) Spray Characteristics: Spray characteristics may be analyzed by sprayed particulate formation, spraying pattern, and spray distribution characteristics. Each is described below: (1) Pencil Beam Pencil Beam is the fuel particulate pattern injected by a single hole type injector. Basically this particulate pattern is used at limited conditions that require particularly decided fuel particulate and spraying pattern.

(2) Conical Spray (Pintle Type Injector) Precisely machined conical shape at end of needle valve located at fuel outlet, can respond to different spraying angles required by engine. In addition sharp outlet edge at tip of the cone ensures better fuel particulate. (3) Conical Spray (Four-Hole Injector) A four-hole injector has advantages over a Pintle type injector in relation with fuel particulate and spraying angle. Each thin spray will be formed by the four holes installed on orifice plate at specific angle against axial direction of the injector. Each spray will form specific spray angle and provide better particulate effect, used together with protective sleeve. (4) Two-Spray Injector Engines with two inlets per cylinder use this injector. The center lines of sprays shall orient toward intake valves. Then the engine requires injectors that generate two separate sprays with different spraying angles. (5) Multi-Hole Injector Fine holes at orifice plate enable to generate better particulate effect of sprayed fuel, and different angles of holes prevent spray particles from confinement that may occur by reduced momentum of fuel spray. 3) Checking of injector Injector shall be checked for operation noise, the resistance of injector, fuel injection rate, fuel spray pattern (spray angle, rear trace, etc). However it is not easy to directly check fuel injecting rate or fuel spray pattern on an actual car. Check connectors for connected status, and wires for disconnection and short. Check if correct injectors are installed. Injector operation noise may be checked using a stethoscope in general. If hot engine is hard to start up, and then check fuel pressure and injector leakage. If engine cranking fails to operate injectors, check ECM power supply circuit and grounding circuit, control relay, crank angle sensor or No1 cylinder TDC sensor for defects. When shutting down fuel injection of injectors one by one during idling, if a cylinder is not proved to change its idling status, check the cylinder for injector harness, ignition plugs high voltage cable, compression pressure, etc. In addition if injector harness and each part are checked to be normal and how ever injector operation time is outside the specified value, then check whether there are imperfect combustion in cylinder (defective ignition plugs ignition coils, compression pressure, etc) and whether EGR valves operate normally. Let us look at the each checking methods one by one as for the resistance check, measure the resistance directly after removing the injector connector. Then, the inner coil condition of the injector can be checked. To check the injector operating sound, contact the stethoscope or driver to the injector while the engine is running. The operation sound of the plunger or needle valve can be checked. To check the injector operation with the test lamp, connect the end of the test lamp to the positive terminal of the battery, and connect the other end to the terminal at the ECM side of the injector. Then crank or idle the engine to check whether the lamp blinks. Through this test, we can check whether the ECM controls the injector or there is any wiring trouble. To check with the waveform, we can check the waveform at the ECM side wire. In injector waveform, the voltage before and after injection operation should be equal to the battery voltage. If not, there should be a problem in the power supply system from the battery positive terminal to the injector. Besides, voltage should be close to 0 volt. If not, there should be problem with the ECM and wirings from injector to ECM ground. 4) Fuel injection Pattern Analysis Injector drives are divided into pick and hold type injector and voltage drive type injector. In addition injectors may be classified into low resistance injectors and high resistance injectors depending on resistance level of the injectors. Voltage drive injectors include low resistance injectors and high resistance injectors, and especially low resistance type has coil resistance of approx. 0.6~3 Ohms, and uses an external resistance together. It is intended to increase response and endurance of injectors, and achieved by decreasing number of winding times of solenoids. By reducing number of windings of solenoid coils, current is increased and injectors have better operation characteristics. Then excessive current may flow through solenoids to damage coil or decrease endurance. Therefore an external resistance is used to avoid mentioned damages. High resistance injectors have resistance of 12 ~17 Ohms to increase solenoid coil resistance for limiting current. This type of voltage drive has simpler circuit configuration, but increase impedance, so that current at injector may be reduced to lower sucking force of injector, and resultantly provide relatively inferior dynamic range characteristics. Injectors have peak and hold circuit by ECM, and when injecting signal is on, current delivered to injector will change. At initial stage of injector operation, high current flows to increase magnetic force and decrease inertia of solenoid to enable initial operation, and use low current after needle valve opens. Peak and hold type has complicated circuit configuration, but has low circuit impedance for superior dynamic range characteristics of injector. In addition Soho circuit in injector drive circuit protects power transistor from reverse-electromotive force

generated at solenoid coil when injection signal is off, and eliminates arc in order to reduce valve close time of injector. You can check the actuator actual value and status and activate it when it is possible by AutoHex automotive Diagnostic Scanner under the supported car brand and according to engine type.

Injectors of the Vehicle Keywords:

Fuel Pressure Regulator

Fuel Pressure Regulator Config

Fuel Pressure Regulator work

1) Function
Injection rate through injector depends on injection pressure, injection time and orifice size. Therefore in order to control fuel injection rate by means of current connecting time for an injector with spray hole size fixed, injection pressure shall remain constant for any varied pressure at intake manifold. Fuel injection rate required by engine is controlled by power supply time of the injector from ECM. At a given power supply time as fuel pressure is not controlled, even if power time of the injector is the same, if fuel pressure is high fuel injection rate will be high and if the pressure is low the rate will be low. Injection occurs at intake manifold. At a given fuel pressure against atmospheric pressure, when absolute pressure of the intake manifold is low, fuel injection rate will be high, and when the pressure is high the rate will be low. Therefore fuel pressure regulator maintains fuel pressure always higher than intake manifold pressure base of the injection pressure, by a certain level as pre-set, so as to enable to control injection rate only by injector power supply time. Therefore fuel pressure regulator regulates injection pressure of the injector at a certain level against negative pressure of the intake manifold.

2) Configuration and Operating Principle

Pressure regulator consists of outer metal housing, valve diaphragm and diaphragm chamber, and fuel chamber. Diaphragm chamber is connected with surge tank via vacuum hose and therefore has negative pressure from intake manifold. When fuel pressure is over specified value, diaphragm will be raised by vacuum from surge tank, and surplus fuel will return through return pipe to fuel tank. For example, at diaphragm pressure is set at 3.35kg/cm2, when intake manifold negative pressure is 0 and fuel pressure is above

3.35kg/cm2, the pressure will disable the spring tension and push diaphragm up to return surplus fuel to fuel tank.

1) Auto Fuel Cut System

Auto fuel cut system is a safety device to prevent the fire when the vehicle is crashed. It cuts the electrical power of the fuel pump if the sensor detects the crash. The sensor location is on the left hand side strut housing in the engine room. Operation range: Over 25 Km/hour Front crash: Must be switched off 22 Km/hour - 14 Km/hour. Gray zone: under 12 Km/hour front crash: must not be switched off If the vehicle is crashed, steel ball is moved up. The steel ball pushes the (moving contact), the switch is turned off. Service point Reset the sensor by pushing of reset switch when the sensor is replaced. Reset the sensor to start the engine after crash. Engine does not start if the sensor was not reset. Component inspection two terminals should be continued after reset. You can check the actuator actual value and status and activate it when it is possible by AutoHex auto Diagnostic Scanner under the supported car brand and according to engine type.

Fuel Pressure Regulator Keywords:

diagnostic scanner

Fuel Pressure Regulator Related pages:

Injectors Fuel Pump Fuel pressure Regulator Fuel Supply Electronic Fuel Injection

Idle Speed Actuator

Idle Speed Actuator Circuit

Idle Speed Actuator Types

1. General
ISA (Idle Speed Actuator) is installed at throttle body of engine and control air intake rate into engine depending on ECU signal in order to control idle rpm. Idling speed is controlled relying on a number of parameters including actual engine rpm, coolant temperature, air-conditioning system and headlamp operation status, etc. ECM transforms the information into ISA control signal for optimal idling control.

2. Function
1) Optimal Fuel Consumption and Quietness in Idling In idling lowest engine rpm will be best in the sense of fuel mileage and noise and vibration. However, engine output is low at too low rpm, and then engine speed will be unstable when engine load increases, and resultantly engine may generate vibration or stop. On the contrary high idling rpm will result to poor mileage in idling and worse emission. Therefore idling speed shall be controlled in response to changing drive conditions.

2) Cranking Idle Control Air intake rate is controlled depending on coolant temperature. 3) Fast Idle Control Decrease Warm-up time of Engine. 4) Idle Up Control Idling speed will be raised to preset target rpm relying on electrical load by, for example, air-conditioning system, and load status signal from Auto-transmission if provided. 5) Dash Pot Control The function will prevent sudden closing of throttle valve, and consequently relieve engine shock and improve emission control, during rapid deceleration. 6) Limp Home Function Upon uncontrollable emergency condition, as wiring harness for power supply and control is disconnected, the function will ensure minimum air intake required for driving to a service center. The function is available for rotary slide type configuration.

3. System Configuration
1) By-pass Air Control Type Depending on kinds of typically used actuators, it may be classified into Rotary solenoid type, linear solenoid type, and Step motor type.

Rotary Solenoid Type The actuator consists of drive part including coil and permanent magnet, and flow control part including rotating type rotary valve. Rotary solenoid is a proportional electronic valve that regulates air flow route area using different valve positions by turning valve on the basis of current level flowing through coil. Using rotary type valve has advantage of stable control, not affected by pressure gap between up-stream and down-stream of valve. Each coil receives opposite signals from each other alternately. In other words, the closing coil turns off when the opening coil is on. On the contrary, the closing coil turns on when the opening coil is off. The ECM carries out these on and off motion 100 times per second, which corresponds to 100 Hz. The ECM also controls the on and off time, which varies depending on the engine condition. This type control is called duty control, in which on and off ratio is controlled.

Linear Solenoid Type Linear solenoid type controls lower air rate, and therefore used with an air valve. This type moves the valve position where electromagnetic force generated by magnitude of current flowing through solenoid makes equilibrium with spring force, in order to regulate air flow route area this type valve is a proportional electronic valve.

Step Motor Type The actuator consists of rotor made of permanent magnet, step motor made of stator coil, feed screw that converts rotating motion to back-and-force motion, and valve part. Step motor converts current in stator coil step-by-step and control in order to rotate rotor either in forward or reverse direction. Then feed screw moves valve up-and-down to regulate air route area. The Step motor type Idle Speed Actuator is installed on the throttle body, and controls the engine speed by controlling the air flow bypassing air. The Step motor has 6 terminals. Battery power is supplied to 2 terminals through the control relay. The others are connected to the ECM and 4 coils are controlled sequentially. The motor rotates by the on and off of the terminals in sequence. In reverse rotation, it is controlled in the reverse order.

As for the motor rotation, 1 rotation consists of 24 steps, and 5 rotations can be made because it has 120 steps. 2) Throttle Valve Direct Drive Type Throttle valve direct drive type indicates controlling full close position of throttle valve. The actuator controls against force of return spring applied at throttle valve closing direction generally. The actuator uses a step motor or a DC motor. As the actuator uses relatively high force, it has a disadvantage to make a big body of actuator.

4. ISA Checking
1) Checking of Idling Speed

Checking Items 1. Coolant temperature : 85-95 C 2. Lamp, cooling fan, other accessories : off 3. Power steering wheel : Orient straight for ward

Checking Order 1. Ensure that there is no trouble at MPI device before checking. 2. Check ignition timing. If it is outside specified value, check sensors that may affect ignition timing. 3. Connect tachometer to engine speed detection terminal. 4. Operate engine at 2,000~3,000rpm at least 5 seconds. 5. Idle engine for two minutes. 6. Read idling speed and compare it with specified value provided at the relevant service manual. (Example specified value: 800 100rpm).

2) Adjusting Idling Speed This type uses a Micro-computer to automatically control idling condition, and requires no external adjustment. If idling condition is unstable, then therefore you are required to check spark plugs, ignition timing and ignition coil, ISA, leak of intake air, fuel pressure, etc, and consequently decide the cause. 3) ISA Checking Terminal 1 is for open ISA signal, terminal 3 is for close ISA signal, and terminal 2 is for power supply. A circuit tester is used to check connectivity between terminal 2 & 1 and between terminal 2 & 3. Then terminal 2 & 3 will be disconnected with ignition switch off and connected with ignition switch on. In addition measure voltage at terminal 2 and find if normal battery voltage is applied. When using oscilloscope, read output waveform at terminal 1 or 3, and find duty rates for open signal and close rates. Thereafter decide whether the read values are within in specified values. The duty value of the idle speed actuator is displayed on the current data of the Hi-scan. ISA duty 30% means that the ECM turns on the opening coil 30% to let the opening be 30%. Though it will not be displayed in the current data, in case of the closing coil, the closing coil turns on 70% to let the closing be 70% because it is the reverse of the opening coil. To check the resistance, remove the idle speed actuator connector and measure the resistance of the opening coil and closing coil directly. Through this, we can check the internal coil condition of the idle speed actuator. To check the waveform, measure the waveform at one of the ECM side wires in the idle speed actuator waveform, voltage at the off state should be the same as the battery voltage. If not, there should be a trouble in power supply system from battery positive terminal to the idle speed actuator. Besides, voltage should be close to 0 volt. If not, there should be trouble with the ECM or wirings from the idle speed actuator to ECM earth. To check operation, remove the idle speed actuator from the engine, and operate the engine. Then check for valve operation as given duty percentage and any noise while operating. Through this, we can check the mechanical problem and noise of the idle speed actuator, the Next one is

checking the current data. The ISA duty in the current data is a calculated figure by the ECM to control the ISA depending on the engine condition. Use this value only as a reference value because actual opening may differ from the current data in case of idle speed actuator breakdown. You can check the actuator actual value and status and activate it when it is possible by AutoHex Diagnostic Scanner under the supported car brand and according to engine type.

Spark Plug

Spark Plug Types

Spark Plug Instalation

1. Spark Plug Basic

The spark plug has two primary functions: (1) To ignite the air/fuel mixture. (2) To remove heat from the combustion chamber. Spark plugs transmit electrical energy that turns fuel into working energy. A sufficient amount of voltage must be supplied by the ignition system to cause it to spark across the gap of the spark plug. This is called "Electrical Performance". The temperature of the firing end of the spark plug must be kept low enough to prevent pre-ignition, but high enough to prevent fouling. This is called "Thermal Performance", and is determined by the heat range selected. It is important to remember that spark plugs do not create heat, they can only emit heat. The spark plug works as a heat exchanger by pulling unwanted thermal energy away from the combustion chamber, and transferring the heat to the cooling system of the engine. The heat range is defined as the ability of a spark plug to dissipate heat. The rate of heat transfer is determined by: (1) The insulator nose length. (2) Gas volume around the insulator nose. (3) The materials/construction of the center electrode and porcelain insulator. The heat range of a spark plug has no relationship to the actual voltage transferred though the spark plug. Rather, the heat range is a measure of the ability of the spark plug to remove heat from the combustion chamber. The heat range measurement is determined by several factors; the length of the ceramic center insulator nose and its ability to absorb and transfer combustion heat, the material composition of the insulator and center electrode material. 1) Heat rating and heat flow path of Spark Plugs The insulator nose length is the distance from the firing tip of the insulator to the point where insulator

meets the metal shell. Since the insulator tip is the hottest part of the spark plug, the tip temperature is a primary factor in pre-ignition and fouling. Whether the spark plugs are fitted in a lawnmower, boat, or a race car, the spark plug tip temperature must remain between 500C~850 Degree C. If the tip temperature is lower than 500 Degree C, the insulator area surrounding the center electrode will not be hot enough to burn off carbon and combustion chamber deposits. These accumulated deposits can result in spark plug fouling leading to misfire. If the tip temperature is higher than 850 Degree C the spark plug will overheat which may cause the ceramic around the center electrode to blister and the electrodes to melt. This may lead to pre-ignition/detonation and expensive engine damage. In identical spark plug types, the difference from one heat range to the next is the ability to remove approximately 70 Degree C to 100 Degree C from the combustion chamber. A projected style spark plug firing tip temperature is increased by 10 Degree C to 20 Degree C. 2) Tip Temperature and Firing End Appearance The firing end appearance also depends on the spark plug tip temperature. There are three basic diagnostic criteria for spark plugs: good, fouled and overheated. The borderline between the fouling and optimum operating regions (500&def; C) is called the spark plug self-cleaning temperature. The temperature at this point is where the accumulated carbon and combustion deposits are burned off. Bearing in mind that the insulator nose length is a determining factor in the heat range of a spark plug, the longer the insulator nose, the less heat is absorbed, and the further the heat must travel into the cylinder head water journals. This means the plug has a higher internal temperature, and is said to be a hot plug. A hot spark plug maintains a higher internal operating temperature to burn off oil and carbon deposits, and has no relationship to spark quality or intensity. Conversely, a cold spark plug has a shorter insulator nose and absorbs more combustion chamber heat. This heat travels a shorter distance, and allows the plug to operate at a lower internal temperature. A colder heat range is necessary when the engine is modified for performance, subjected to heavy loads, or is run at high rpm for a significant period of time. The colder type removes heat more quickly, and will reduce the chance of pre-ignition/detonation and melting or damage to the firing end. (Engine temperature can affect the operating temperature of the spark plug, but not the spark plugs heat range). Below is a list of some of the possible external influences on the operating temperatures of the spark plug. The following symptoms or conditions may have an effect on the actual temperature of the spark plug. The spark plug cannot create these conditions, but it must be able to cope with the levels of heat, if not, the performance will suffer and engine damage can occur. 3) Air/Fuel Mixtures seriously affect engine performance and spark plug operating temperatures. (1) Rich air/fuel mixtures cause tip temperature to drop, causing fouling and poor drivability. (2) Lean air/fuel mixtures cause plug tip and cylinder temperature to increase, resulting in pre-ignition, detonation, and possibly serious spark plug and engine damage. (3) It is important to read spark plugs many times during the tuning process to achieve the optimum air/ fuel mixture. 4) Higher Compression Ratios/Forced Induction will elevate spark plug tip and in-cylinder temperatures. (1) Compression can be increased by performing any one of the following modifications:

Reducing combustion chamber volume (i.e.: domed pistons, smaller chamber heads, milling heads, etc.)

Adding forced induction (Nitrous, Turbo-charging or Supercharging).

Camshaft change.

(2) As compression increases, a colder heat range plug, higher fuel octane, and careful attention to ignition timing and air/fuel ratios are necessary. Failure to select a colder spark plug can lead to spark plug/engine damage. 5) Advancing Ignition Timing: Advancing ignition timing by 10 Degree causes tip temperature to increase by approx. 70 Degree C to 100

Degree C. 6) Engine Speed and Load: Increases in firing-end temperature are proportional to engine speed and load. When traveling at a consistent high rate of speed, or carrying/pushing very heavy loads, a colder heat range spark plug should be installed. 7) Ambient Air Temperature: (1) As air temperature falls, air density/air volume becomes greater, resulting in leaner air/fuel mixtures. (2) This creates higher cylinder pressures/temperatures and causes an increase in the temperature of the tip of the spark plug. So, fuel delivery should be increased. (3) As temperature increases, air density decreases, as does intake volume, and fuel delivery should be decreased. 8) Humidity: (1) As humidity increases, air intake volume decreases. (2) Result is lower combustion pressures and temperatures, causing a decrease in temperature of the spark plug and a reduction in available power. (3) Air/fuel mixture should be leaner, depending upon ambient temperature. 9) Barometric Pressure/Altitude: (1) Also affects temperature of the tip of the spark plug. (2) The higher the altitude, the lower cylinder pressure becomes. As the cylinder temperature decreases, so does the temperature of the tip of the spark plug. (3) Many mechanics attempt to "chase" tuning by changing spark plug heat ranges. (4) The real answer is to adjust jetting or air/fuel mixtures in an effort to put more air back into the engine.

2. Types of Abnormal Combustion

1) Pre-ignition: (1) Defined as: ignition of the air/fuel mixture before the pre-set ignition timing mark. (2) Caused by hot spots in the combustion chamber can be caused (or amplified) by over advanced timing, too hot a spark plug, low octane fuel, lean air/fuel mixture, too high compression, or insufficient engine cooling. (3) A change to a higher octane fuel, a colder plug, richer fuel mixture, or lower compression may be in order. (4) You may also need to retard ignition timing, and check cooling system of the vehicle. (5) Pre-ignition usually leads to detonation; pre-ignition and detonation are two separate events. 2) Detonation: (1) The worst enemy of the spark plug! (Besides fouling) (2) Can break insulators or break off ground electrodes. (3) Pre-ignition most often leads to detonation. (4) Plug tip temperatures can spike to over 3000 Degree F during the combustion process (in a racing engine). (5) Most frequently caused by hot spots in the combustion chamber. Hot spots will allow the air/fuel mixture to pre-ignite. As the piston is being forced upward by mechanical action of the connecting rod, the pre-ignited explosion will try to force the piston downward. If the piston can not go up (because of the force of the premature explosion) and it can not go down (because of the upward motion of the connecting rod), and the piston will rattle from side to side. The resulting shock wave causes an audible pinging sound. This is detonation. (6) Most of the damage than an engine sustains when "detonating" is from excessive heat. (7) The spark plug is damaged by both the elevated temperatures and the accompanying shock wave, or concussion. 3) Misfires: (1) A spark plug is said to have misfired when enough voltage has not been delivered to light off all fuel present in the combustion chamber at the proper moment of the power stroke (a few degrees before top dead center). (2) A spark plug can deliver a weak spark (or no spark at all) for a variety of reasons, defective coil, too much compression with incorrect, plug gap, dry fouled or wet fouled spark plugs, insufficient ignition timing, etc. (3) Slight misfires can cause a loss of performance for obvious reasons (if fuel is not lit, no energy is being created). (4) Severe misfires will cause poor fuel economy, poor drive ability, and can lead to engine damage. 4) Fouling: (1) Will occur when spark plug tip temperature is insufficient to burn off carbon, fuel, oil or other deposits. (2) Will cause spark to leach to metal shell...no spark across plug gap will cause a misfire. (3) Wet-fouled spark plugs must be changed...spark plugs will not fire.

(4) Dry-fouled spark plugs can sometimes be cleaned by bringing engine up to operating temperature. (5) Before changing fouled spark plugs, be sure to eliminate root cause of fouling. 5) How to read Spark Plug: Ex) BPR5EY

B: Bolt diameter (14mm). P: insulator shape

R: Resistor spark plug (Using 5KOhms ceramic resistor), 5: Heat range.

E: Bolt length (19mm).

Y: tip type.

(V-Power plug) (BK type is 2.5mm shorter than BP type in total length) Resistance spark plug The spark plug named (xxRxxxx) has ceramic resistance to reduce noise from ignition system. 6) Installation: (1) Tighten the spark plug with hand by when the gasket (washer) is contact to cylinder block. (2) In case of brand new spark plug, turn 180 Degree more. (3) In case of used spark plug, turn 30 Degree more. (4) If torque wrench is used, keep the tightening torque (2.5~3.0kg-m). You can check the actuator actual value and status and activate it when it is possible by AutoHex automotive Diagnostic Scanner under the supported car brand and according to engine type.

Ignition Coil

Ignition Coil Types

1. General
The Ignition coil functions as an energy-storage device and transformer. It is supplied with DC voltage from the alternator, and provides the high tension ignition pulses for the spark plugs. The MFI engine adopts a computerized ignition system. The ECM calculates ignition timing, timing advance, and knocking control by the sensor signals.

2. Types of Ignition Coils:

There are distributor type and distributorless types in the ignition system. (1) Distributor Type In the distributor type, high voltage is generated at the ignition coil. It is distributed to 4 cylinders using the distributor. In general, the primary coil is controlled by the power transistor. Therefore, energy is charged in the primary coil while the transistor is on. High voltage generates at the secondary coil when the transistor turns off. Then high voltage is distributed to the spark plugs by the distributor. (2) Distributorless Type 2 or more of the ignition coils are installed in the distributorless type. The ECM directly controls the primary coil, and the High voltage is distributed to each cylinder without a distributor. In the distributorless type, sometimes the primary coil is controlled by the power transistor. In that case, the power transistor is installed inside the ignition coil. The operations of the ignition coil and power transistor are the same as that of distributor type.

3. Checking
The checking method of the ignition system is as follows:

Spark test: To perform the spark test, remove the high-tension cable from the spark plug, and check the spark generation from the high-tension cable. For reference, when engine idle condition is not good, remove the high-tension cable of each cylinder one by one and perform power balance test, which compares the engine condition. Through this test, we can find the trouble cylinder, and we can solve the problem by inspecting the fuel system, ignition system, combustion chamber pressure, which may influence on the combustion in the corresponding cylinder.

Checking the coil resistance: To check the coil resistance, remove the coil connector and measure the primary coil resistance at the connector. As for the secondary coil resistance, remove the high-tension cable and measure the resistance of the secondary coil. Since each coil resistance value differs depending on the engines, please refer to the shop manual for the correct values.

Measuring the waveform of primary ignition coil in cranking or idle state: To check the waveform, measure it at the primary coil. The waveform at the primary coil on timing should looks like the waveform on the screen. If not, check the battery voltage, ground condition, spark plug, and high tension cable and power transistor.

Exhaust Gas Recirculation

EGR System Control Operation

EGR System Control Types

1. Function
Exhaust gas contains NOx that is hazardous to human central nervous system and mucous membrane, as well as is globally principal cause for photochemical smog, and therefore globally subject to increasingly strong regulation together with HC and CO. As CO and HC are resulting from imperfect combustion, improved combustion will improve engine performance, too. However NOx increases as combustion maximum temperature and in particular rapidly increases typically above 2000 Degree C of combustion temperature, combustion maximum temperature shall be lowered in order to decrease NOx. As lowering combustion maximum temperature is an effective way to actually reducing NOx, they partly recirculates exhaust gas (approx. 15% of intake mixture) to take initial gas (CO2) into combustion chamber. Then recirculates exhaust gas will not burn and therefore combustion temperature at explosion will be decreased to reduce NOx significantly (max. 60%). However EGR will degrade ignition characteristics of the mixture and consequently reduce engine output, though EGR is effective for NOx reduction. In addition HC and CO in emission gas may increase, if EGR rate is not appropriate. Therefore it is important to take operation range in which much NOx is generated, and recirculates proper quantity of exhaust gas in the range.

2. Configuration and Operation Principle

When vacuum pressure occurs at vacuum port located near to throttle valve, the pressure will be delivered through vacuum hose, and nipple to vacuum chamber. Then the pressure will operate on vacuum pressure chamber diaphragm and consequently push up needle valve that is combined with the diaphragm, from valve seat, making gap. The gap will then provide route for exhaust gas going into intake manifold, and depending on the vacuum pressure applied to vacuum pressure chamber of the EGR valve, needle valve lift and consequently exhaust gas route area varies. Proper control of vacuum pressure applied to vacuum pressure chamber of EGR valve depending on engine operation condition, will provide optimal EGR.

3. EGR System Control Types:

Depending on vacuum chamber of the EGR valve, vacuum pressure control type, vacuum pressure controlled type may be classified into mechanical type that typically use low EGR of EGR rate, 5~15 %, and electronic control type use high EGR of EGR rate, above 15 %. (1) Vacuum Pressure Controlled Type It is the most basic control type that controls EGR valve using vacuum pressure generated near to throttle valve. In idling or with throttle valve wide open, vacuum of the port will be low enough to be defeated by spring force of the EGR diaphragm, and then EGR valve will close and quit EGR. Otherwise EGR rate that is recirculated through EGR valve to intake manifold will be decided depending on magnitude of port vacuum. (2) Back Pressure Controlled Type This type controls EGR valve depending on the finding that there is almost typical relation between exhaust gas back pressure and air intake rate. BPT (Back Pressure Transducer) valve controls EGR vacuum pressure to maintain and orifice downstream vacuum always constant. Then EGR quantity will be proportional to air intake rate, and EGR rate will be decided depending on orifice section area. When throttle valve opens, port (E) vacuum will rise and then defeat spring force of the EGR valve vacuum chamber consequently resulting to EGR valve opening. Therefore exhaust gas will be recirculated to intake manifold making pressure of the venturi part decrease. When pressure of the venturi part decreases to atmospheric pressure, BPT will open connecting between port (E) vacuum and port (A) (atmospheric pressure), and then EGR valve will close. Upon EGR valve closing, back pressure will rise to close. Therefore port (E) vacuum will be applied to vacuum pressure chamber of the EGR valve, and then EGR valve will open recirculating exhaust gas to intake manifold. Repeating this operation, EGR rate will be controlled properly responding to air intake rate. (3) Electronic Controlled Type This type uses engine operating condition data detected by various sensors and signals provided by microprocessor, in order to operate actuator and then control EGR valve opening. (4) Solenoid Valve EGR SOL/VLV relies on electromagnet principle, and consists of coil, core, and yoke which generate magnetic field, plunger and valve seat which open/close air flow and orifice which controls flow rate. The operating principle is: When ECU manages to approve power supply at EGR, electromagnetic force will be generated around coil making core a electromagnet, that will pull plunger closing flow route, then power supply will be cut off, and spring force will re-open the flow route. You can check the actuator actual value and status and activate it when it is possible by AutoHex Diagnostic Scanner under the supported car brand and according to engine type.

Purge Control Solenoid Valve

Purge Control Solenoid Valve

Purge control system

1. Function
A vehicle generates evaporated gas at fuel system such as fuel tank, and HC is the main substance of the gas. Fuel tank requires venting system to avoid pressure rising in the tank when raised temperature generates volume expansion, and there after resulting vacuum pressure. In addition, vapor gas control system is required to prevent fuel vapor from being discharged into atmosphere. Vapor gas control types include crankcase capturing type and activated charcoal capturing type. Activated charcoal capturing type is the most widely used type. Activated charcoal absorbs fuel vapor very well, and thereafter when blowing air, separates the fuel vapor again. Upon stopping engine, charcoal canister captures vaporized fuel. During engine running the outside air will blown into the canister separating absorbed fuel out of the charcoal, and route and purge the fuel into intake line. The Purge control solenoid valve controls vaporized gas which is captured in the canister. Depending on control signal of the ECU, the valve delivers the gas into intake line or interrupts it. (1) Line from fuel tank to carbon canister (2) Carbon canister (3) Fresh air (4) Purge control valve (5) Line to intake manifold (6) Throttle valve

2. Configuration and Operation Principle

Purge control solenoid valve consists of canister, hose connectors at both ends connected with intake line, ECU terminal. And solenoid and spring located inside.

Purge Control Solenoid Valve controlled by on-off only control type using vacuum pressure of the intake manifold and ECU. The valve will close when coolant temperature is low or engine is idling and open when engine reaches normal operating temperature to deliver vapor gas caught in canister toward intake manifold.

Purge Control Solenoid Valve controlled by duty controlled type depending on ECU, The valve type that is duty controlled by ECU is particularly called PCSV (purge control solenoid valve), which is controlled by microprocessor using vacuum pressure of the intake manifold, the signal of coolant temperature sensor, etc. Typically the valve closes at 9% duty and wide open at 100% duty.

3. Vaporized Gas Control System Operation

Typically purge control solenoid valve operates at the following condition:

Coolant temperature at approx. 80 degree C or above. Operating status other than idling.

Not learning idle mileage. Purge control is not a continuous operation. Purge control operates for a certain period (ex. 3 minutes), and stop for a certain period in order to capture vapor gas. Purge control duty rate is decided principally by engine rpm, and load. There are purge control solenoid valve check method, checking waveform and checking valve condition. To check the waveform, measure the waveform at the ECM connection line. When the purge control solenoid valve turns on, check whether the voltage becomes close to 0 volt. And check whether voltage becomes the same with the battery voltage when it turns off. If not, check the wiring, fuse and ECM ground condition. To check the valve condition, check the opening condition and closing condition of the valve using a vacuum pump. You can check the actuator actual value and status and activate it when it is possible by AutoHex auto Diagnostic Scanner under the supported car brand and according to engine type.

Variable Intake Control

Variable Intake Control 1

Variable Intake Control 2

1. Variable Intake System Outline

Variable intake system varies length of intake manifold in order to improve engine output over all engine operation range, and in particular increase engine output by approx. 10% at low-medium speed range. For frequent crowded downtown driving, engine shall provide high power at low-medium speed range. Highway driving and high speed running requires engine with high power at high speed range. As to natural aspiration engine, if the engine is designed to generate high torque at low-medium speed, torque will decrease at high speed range. If on the contrary designed generated high torque at high speed range, torque will decrease at low-medium speed range. Therefore an engine that may generate high output over all operation range is desirable. Variable intake system corresponds to the various requirements of the driver, and enables engine to generate high power from low through high speed range. The system controls air intake route depending on engine revolution and load condition in order to improve engine output over all engine operation range. The basic principle of the Variable intake system is: In low speed range the system closes intake control valve, and then the intake route will be extended to increase intake efficiency using initial property of the air, raising low speed torque. As engine rpm rises, more air will be taken into engine and then if extended intake route is still used, intake air resistance will increase, and resultantly decrease engine output. Therefore the system opens the valve at high rpm to take shorter air intake route. Then higher flow velocity enables sufficient intake of air. As described above, the system increases low speed torque using extended intake route at low speed, and increase high speed torque using shorter intake route at high speed.

2. Variable Intake System Operation

As for variable intake system control, engine computer drives VIS valve motor based on engine rpm and engine load in order to control air intake route direction. At low speed or low load, the computer closes VIS valve to extend intake route longer than that of conventional engines, and at high speed or high load the computer opens VIS valve to shorten air intake route less than that of conventional engines, and then generate higher engine output over all speed range. The computer closes VIS valve at low speed or low load. When the valve closes, intake route will decreases as compared to conventional engines, increasing intake inertial force and consequently intake efficiency. Therefore intake efficiency will increase at low-medium speed range improving engine output and consequently engine output.

Low speed and low load condition. Engine rpm: 4500rpm or less.

Throttle valve opening: 70% or less.

When engine rpm and load increases, high amount of air comes into engine and then intake resistance occurs to decrease intake efficiency.

Engine ECU opens VIS valve at high rpm and high load in order to make shorter intake route than conventional engines, and consequently reduce intake resistance. Then the reduced intake resistance will make intake efficiency relatively higher and result to increased engine output.

High rpm and high load operation condition.

Engine revolution: 4500rpm or less.

Throttle valve opening: 70% or less. For controlling variable intake system as described above, valve position sensor located at motor axis detects VIS valve position. Valve position sensor is installed on valve axis in order to detect accurate valve position when opening/closing valve. Valve position sensor is made of semiconductor, and operates with the same principle as HALL sensor. When engine is switched on, ECU will drive the servo motor to sufficiently close valve. Then valve will contact stopper. This status is initial setting. Thereafter, valve opening will be calculated depending on number of pulse signals. From full close status through full open status of valve, the sensor will receive total twelve pulse signals. You can check the actuator actual value and status and activate it when it is possible by AutoHex automotive Diagnostic Scanner under the supported car brand and according to engine type.

Cooling Fan Control

Cooling Fan Function

Cooling Fan Control

Cooling Fan Control Outline In order to maximize cooling efficiency and minimize cooling fan motor drive current, radiator fan and condenser fan speeds are controlled using three speed modes such as low, medium, and high speed, on the basis of coolant temperature, car speed, air conditioning switch signal, and conditioning compressor operation signal. Cooling fan speed is controlled using three speeds as low, medium, and high speed by ECU that grounds LO terminal, HI terminal or both terminals to control the speed. The relays are controlled depending on engine logic table using coolant temperature and car speed as important variables. Conventional cooling fan control relies on coolant temperature. On the contrary car speed is also used for this type of advanced control. You can check the actuator actual value and status and activate it when it is possible by AutoHex Diagnostic Scanner under the supported car brand and according to engine type.

Cooling Fan Control Keywords:

diagnostic scanner

Cooling Fan Control Related pages:

AutoHex Scan Tool Specification Cooling Fan Control Idle Speed Actuator

Description In order to maximize cooling efficiency and minimize cooling fan motor drive current, radiator fan and condenser fan speeds are controlled using three speed modes such as low, medium, and high speed, on the basis of coolant temperature, car speed, air conditioning switch signal, and conditioning compressor operation signal.

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Generator Current Control

Generator Current Control

Generator Current Control

1. Generator Current Control Outline

When turning on headlamp or heating wire in idling, engine rpm will instantly fall down and then recovered due to increased generator load. At that time increasing electrical load will generate rapid engine rpm change, resulting to vibration and poor comfortableness.

Generator current control system depends on engine ECU that controls current output from generator in order to prevent drop of engine rpm when inputting electrical load.

2. Generator Current Control Operation

As for generator current control, Engine ECU duty-controls G terminal and consequently the current provided to rotor coil. When duty level of G terminal is high, TR1 will be on and current at S terminal flow to ground, and zener diode will be off. Then TR2 will be off and then TR3 on. Therefore current will flow through rotor coil, and then generator operates to output current. On the other hand when G terminal duty level is low, supply current at L terminal flows to engine ECU, turning TR1 off. Then if voltage between L and S terminal is 14.7V or higher, current will flow through zener diode, turning TR 2 on. Then, TR3 will be off and no current will flow through rotor coil, disabling power generation. G terminal duty-control varies depending on target generating rate. Generated current will be calculated using time (on) of the FR terminal and engine rpm together. When time (on) of FR terminal and engine rpm rise, the duty rate of G terminal will increase to rise current generation. Repeated control of G terminal performed by high rate duty operation as said above, will realize optimum current generation. In order to measure FR signal, engine ECU provides 12V power supply at terminal B11, and connected with TR3 via wiring. When TR3 is on, say current flows through generator rotor coil to generator, voltage at FR terminal will drop to 0V (low level). On the contrary, if TR3 turns off, the terminal voltage will remain at 12V (high level). FR signal measurement will be decided by comparing and analyzing between generating period by generator, say period of FR terminal remaining at low level, and crank angle sensor. You can check the actuator actual value and status and activate it when it is possible by AutoHex Automotive Diagnostic Scanner under the supported car brand and according to engine type.

A/C Compressor Control

AC Compressor Control Circuit

1. A/C Compressor Control Outline

A/C Compressor Control is used when accelerating or engine load is instantly increased greatly, in order to improve engine acceleration by temporarily turning off A/C compressor.

2. A/C Compressor On/Off Control

A/C Compressor On/Off Control is performed by engine ECU depending on A/C switch signal and blower fan switch input signal. When driver turns on A/C switch and blower fan switch, battery voltage will be delivered through fin thermo switch and triple switch inside low & high switches to engine ECU terminal C13. Then engine ECU drives A/C compressor relay, to operate A/C compressor. In addition when throttle valve position sensor output voltage rises above 4.1V during A/C compressor control, say during passing or rapid acceleration, ECU will turn off A/C compressor for approx. five seconds for improving running performance of the car. Thereafter A/C compressor will be on again. A/C compressor control can also perform the below functions:

A/C compressor off at engine start-up for eight seconds.

A/C compressor off for protecting engine when coolant temperature is above 115 degree C. A/C compressor off when idle speed control system is failed.

You can check the actuator actual value and status and activate it when it is possible by AutoHex Auto Diagnostic Scanner under the supported car brand and according to engine type.

A/C Compressor Control Keywords:

diagnostic scanner

Control Relay Control

Control Relay Circuit

Control relay consists of main relay that provides supply power to engine ECU and various actuators and fuel pump relay that drives fuel pump. Main relay control will operate as soon as ignition switch turns on. Turning ignition switch on, IG supply power will be, input through control relay terminal 8, and then the power supply will flow through magnetizer coil (L2) and then control relay terminal to engine ECU terminal B09. As current flows through magnetizer coil (L2), main relay operates. When main relay operates, IG supply power at control relay terminal 4 will go through main relay contact to control relay terminal 2 and terminal 3, and then the current will supply power to engine ECU and various actuators. As to fuel pump relay control, when turning on ignition switch current will flow through control relay terminal 7, and then magnetizer coil (L1) to engine ECU terminal A20. Then ECU of the engine fuel pump relay control function will control fuel pump operation turning on/off engine ECU terminal A20, depending on engine rpm. Fuel pump relay will not operate at engine speed of 50rpm or less and operate only at engine speed of 50rpm or above when ignition switch is on. Without the logic, fuel pump will continue to operate though car accident occurs with IG key on, and then may generate fire by fuel leak. Therefore the logic is newly added to prevent possible fire under car accident.

You can check the actuator actual value and status and activate it when it is possible by AutoHex Diagnostic Scanner under the supported car brand and according to engine type.